Kenerikharri multilevel system of vehicular traffic

ABSTRACT

A method of multilevel vehicular traffic comprising the re-organizing of any road space into longitudinal, parallel, and adjacent main lanes ( 18 ) such that each main lane ( 18 ) comprises a middle sub-lane ( 14 ) and two narrow outer sub-lanes ( 16 ) so that one outer sub-lane ( 16 ) is on each side of middle sub-lane ( 14 ). Low cars ( 12 ) travel freely within the middle sub-lane ( 14 ) under high cars ( 10 ). High cars ( 10 ) travel freely within the outer sub-lanes ( 16 ) over and around low cars ( 12 ) and middle sub-lane  14 ). Both high cars ( 10 ) and low cars ( 12 ) move freely from one main lane ( 18 ) to another main lane ( 18 ) into respective outer sub-lanes ( 16 ) and middle sub-lanes ( 14 ). Such method substantially increases road capacity and thus significantly reduces vehicular traffic congestion at a fraction of the cost of multi-billion dollar road-expansion construction projects.

BACKGROUND OF THE INVENTION—PRIOR ART

Originally roads were not paved; they did not have lane markings. There was no real need for them as pedestrians, equestrians and horse-drawn carriages moved about slowly. Thus, people had sufficient reaction time to avoid collisions.

In 1769, the Frenchman Nicolas-Joseph Cugnot built the first self-propelled car. It was a steam-powered self-propelled car capable of reaching speeds of up to 6 kilometers per hour. The first automobile patent in the United States was granted to Oliver Evans (1789). Then, in the late 19^(th) century, the German Karl Benz invented the modern motorcar. Motorcars and paved roads came into widespread use at the beginning of the 20^(th) century. Driving conditions became chaotic with the lack of lanes and the increased speed due to evolving vehicular technology. Thus, drivers often collided head-on or ran one another off the road. This problem was partially solved by Dr. June Mc Carroll. She is generally regarded as the inventor of lane markings. She began experimenting with painting lines on roads in 1924. Ultimately, Dr. Mc Carroll proposed the use of lanes to local governments. By 1939, lane markings were so popular and useful that they were standardized throughout the United States (FIGS. 7 and 8). The rest of the world followed shortly thereafter.

As time passed, road-building techniques and motorcar components (engines, aerodynamics, suspension, etc.) improved. Yet, population was such then that automakers did not need to address road space management(Fig. 8). Their focus was to perfect the motorcar. Small cars have been produced in the past such as the original MINI COOPER 1000. DaimlerChrysler's SMART car is today's minute car. Nonetheless, such minute cars are regarded merely as curiosities. Mazda's MIATA, Toyota's MR2, Audi's TT, and BMW's Z4 are some of the small cars today. However, such small cars represent a low percentage of cars on the road. They have not replaced bigger cars in any significant numbers. This is because currently, small cars are not part of a comprehensive method of vehicular traffic that emphasizes road space management. Thus, from the latter standpoint, their small size becomes irrelevant.

In the last 100 years, world population has exploded. Thus, the amount of motorcars has dramatically increased. Today, such increase is the principal cause of vehicular traffic congestions. In the past, this problem has been partially solved by the construction of new road space. However, such approach bears multi-billion dollar costs along with lengthy building times. Meanwhile, population keeps increasing even as available building space is ever more limited.

In a further effort to solve vehicular traffic congestion, car pool lanes were created. However, their impact on such congestion has been marginal at best. Some motorists argue that carpooling is not practical. In fact, many motorists oppose having car pool lanes. They point out that while often car pool lanes are nearly empty the rest of the lanes are full of traffic.

Mr. Thomas V. McKernan, Jr. President and C.E.O. of the AUTO CLUB points out the gravity of the traffic congestion problem. He refers to the traffic crisis as the quiet crisis. In California alone, between 1967 and 1997, overall road capacities increased by 29% but population grew by 70%, licensed drivers by 130%, annual miles by 184%. During the next ten years, California will need to spend approximately $100 billion more on transport projects than it expects to collect in taxes and fees. In Los Angeles and Orange Counties, drivers spend an average of 136 hours in traffic congestion per year costing them 250 gallons of wasted fuel and $2,510 in wasted time. Traffic congestion increases and average of 10% per year. California's population increases by approximately 600,000 people per year. 7 million more people will live in Southern California by the year 2020. Many other states have similar or worse traffic congestion problems. Clearly, there is an overwhelming and pressing need to make the most of current and future road resources.

Cranes, car transport trucks, and parking lifts are other related prior-art. However, cranes U.S. Pat. No. 4,284,159 (1981) to Voelz were created to handle heavy loads onto and off transport vehicles. Car transport trucks U.S. Pat. 4,239,275 (1980) to Horneys et al. carry stationary and fixed cars. A car transport truck's purpose is simply to transport cars by maximizing cargo space. Multilevel parking lifts U.S. Pat. 4,936,730 (1990) to Morioka are another effort to maximize space. However, such lifts are for parked cars.

THE AUTOMATED HIGHWAY SYSTEM uses technology that allows the exchange of information between vehicles and the infrastructure. Its objectives are to maximize safety, efficiency, and relieve congestion and associated costs. Eventually, such system aims to replace human beings with electronically controlled steering, electronic brakes, guidance devices and the like. Ultimately, however, such system does not fully maximize road space. In this regard, its impact would be insignificant. Thus, prior art has the following disadvantages:

(a) While successful in helping motorists avoid head on collisions, from the space management standpoint, current road lanes are inefficient as they do not fully maximize road space.

(b) The vast majority of current cars while refined and perfected in many of their operating systems are grossly space-inefficient. Both in width and in height, such cars occupy considerably more road space than is necessary.

(c) Current small car technology is not part of a comprehensive and structured system of vehicular traffic that emphasizes road space management. Thus today, small cars represent an insignificant percentage of cars on the road. From the road space management standpoint, such small percentage renders their small size irrelevant.

(d) Some people say that Americans have a love affair with their cars. American motorists are individualistic. It is for these two reasons and others that most American motorists do not use car pool lanes. In fact, many American motorists oppose the use of car pool lanes. They point out that while often car pool lanes are nearly empty, other lanes are full.

(e) Cranes were created to handle heavy loads onto and off transport vehicles. They were made expressly for loading and unloading goods.

(f) Car transport trucks transport stationary cars. Car transport trucks' purpose is simply to maximize cargo space.

(g) Parking lifts and multilevel parking lifts are another effort to maximize space by using vertical space. Nonetheless, such lifts exist exclusively for parked cars.

(h) Automated highway systems try to maximize safety, efficiency, and relieve congestion and associated costs. However, they do not fully maximize road space. Thus from a comprehensive road space management standpoint, they too are inefficient.

BACKGROUND OF INVENTION—OBJECTS AND ADVANTAGES

Accordingly, several objects and advantages of my method of vehicular traffic are:

(a) to better manage existing and future road space;

(b) to increase road capacity up to 100%, depending on the phase and the degree of implementation;

(c) to increase road capacity at a fraction of the cost of multi-billion dollar road-expansion projects;

(d) to avoid the demolition of homes and businesses adjacent to roads that are considered to need expansion;

(e) to save taxpayers the money to compensate owners of such homes and businesses;

(f) to save taxpayers the large sums of money required for road-expansion projects;

(g) to pass on most of the cost for the implementation of my method to the private sector, specifically automakers;

(h) to benefit automakers and their employees financially by their production of new cars for my method;

(i) to create a new field of specialized products related to my method;

(j) to save motorists time in their driving;

(k) to save motorists the money they spend on extra gasoline needed while driving in heavy traffic;

(1) to lower Americans' demand for gasoline. Further objects and advantages of my method of vehicular traffic will become apparent from consideration of the drawings and ensuing description.

SUMMARY

In accordance with the present invention a method of multilevel vehicular traffic comprising the re-organizing of any part of existing and future road space and the utilizing of a more space-efficient vehicle configuration.

DRAWINGS—FIGURES

FIG. 1 is a side view of the high car behind the low car.

FIG. 2 is a front view of the process of FIG. 1

FIG. 3 is a top view of a single main lane with the low car in the middle sub-lane and the high car traveling in outer sub-lanes.

FIG. 4 is a top view of three set of main lanes with their respective middle and outer sub-lanes as well as six low cars and four high cars.

FIG. 5 is a top view of how a single main lane is organized into the middle sub-lane and the outer sub-lanes.

FIG. 6 is a perspective view of the high car and the low car traveling in outer sub-lanes and middle sub-lane respectively of a main lane.

FIG. 7 is a top view of prior-art of three lanes.

FIG. 8 is a top view of prior-art of three lanes with four cars traveling in them.

FIG. 9 is a top view of an additional embodiment with three low cars in three sub-lanes made from two prior-art lanes and one prior-art lane and prior-art car.

DRAWINGS—REFERENCE NUMERALS

-   -   10 high car     -   12 low car     -   14 middle sub-lane     -   16 outer sub-lanes     -   18 main lane     -   20 main lane divider line     -   22 sub-lane dividers line     -   24 lane divider line—prior-art     -   26 lane—prior-art     -   28 car—prior-art     -   30 sub-lane-additional embodiment

DETAILED DESCRIPTION—PREFERRED EMBODIMENT

A preferred embodiment of the method of the present invention is illustrated in FIGS. 3 and 5. Main lane divider lines 20 delineate a main lane 18. Main lane 18 is a lane of predetermined width that is sub-divided by parallel sub-lane divider lines 22 into a parallel middle sub-lane 14 of predetermined width and two parallel narrower outer sub-lanes 16 of predetermined width. On each side of the middle sub-lane 14 lies one outer sub-lane 16. FIG. 3 also shows high car 10 in outer sub-lanes 16 while low car 12 is in the middle sub-lane 14. FIG. 4 shows an overall top view of how road space is organized into three parallel main lanes 18. Main lane divider lines 20, broken lines made of conventional materials and of predetermined width and length, delineate each main lane 18. Each main lane 18 comprises one parallel middle sub-lane 14 of predetermined width and two narrower parallel outer sub-lanes 16 of predetermined width. On each side of each middle sub-lane 14 lies one outer sub-lane 16. Two solid sub-lane divider lines 22 made of conventional materials and of predetermined width delineate outer sub-lanes 16 as well as separate middle sub-lane 14 from outer sub-lanes 16. FIG. 4 also shows four high cars 10 and six low cars 12. Both high cars 10 and low cars 12 are randomly distributed in outer sub-lanes 16 and in middle sub-lanes 14 respectively of main lanes 18.

FIGS. 1, 2, and 6 show the high car 10, raised to a predetermined height and with a predetermined width in main lane 18 above and behind the low car 12. Low car 12 is an automobile of any type made of conventional materials and of a predetermined height and width. The low car 12 is low and narrow enough to travel freely and independently within middle sub-lane 14 under high cars 10 (FIG. 6). The high car 10 is an automobile of any type made of conventional materials. High car 10 is wide enough and is raised high enough to travel freely and independently within outer sub-lanes 16 over and around low cars 12 and middle sub-lanes 14 (FIGS. 3,4,and 6). FIGS. 3 and 5 show a single main lane 18 of predetermined width delineated by main lane divider lines 20. Main lane divider lines 20 are broken lines made of conventional materials and of predetermined width and length. Sub-lane divider lines 22 sub-divide main lane 18 into a parallel middle sub-lane 14 of predetermined width and two narrower parallel outer sub-lanes 16 of predetermined width. Sub-lane divider lines 22 are solid lines made of conventional materials and of predetermined width.

Operation

In my method of vehicular traffic, all current traffic laws, procedures, and protocol apply. However, road space (any road or part of a road) is re-organized into main lanes 18. Low cars 12 travel freely under high cars 10. High cars 10 travel freely over and around low cars 12 and middle sub-lane 14. Low cars 12 and high cars 10 travel in same direction. Main lane divider lines (broken) 20 delineate each main lane 18. Solid sub-lane divider lines 22 subdivide each main lane 18 into one middle sub-lane 14 and two outer sub-lanes 16. While on the road, low cars 12 travel exclusively within the middle sub-lane 14. While on the road, high cars 10 travel exclusively within outer sub-lanes 16. Therefore, low cars 12 travel freely and unencumbered under high cars 10. High cars 10 travel freely and unencumbered over and around low cars 12 and middle sub-lanes 14. When changing lanes, low cars 12 are free to move from one main lane 18 to another main lane 18. However, once the desired main lane 18 is reached, low cars 12 must always travel within middle sub-lanes 14. When changing lanes, high cars 10 are free to move from one main lane 18 to another main lane 18. However, once the desired main lane 18 is reached, high cars 10 must always travel within outer sub-lanes 16.

FIG. 9—13 Additional Embodiment

An additional embodiment is shown in FIG. 9. Such embodiment comprises the reorganization of prior-art lanes 26 in FIG. 7. Every two prior-art lanes 26 are sub-divided into three parallel adjacent sub-lanes 30 each of predetermined width. Thus, a prior-art six-lane road would become a nine sub-lane road. FIG. 9 also shows three low cars 12 of predetermined width and height each traveling in one sub-lane 30. On the far right, one prior-art car 28 travels in prior-art lane 26. Depending on the level of implementation, high cars 10 may or may not be used in such embodiment. Without high cars 10, such embodiment would result in a road capacity increase of up to 50%.

Advantages

From the description above, a number of advantages of my method of vehicular traffic become evident:

(a) It increases road capacity up to 100% at a fraction of the cost of multi-billion dollar road-expansion projects.

(b) Neither homes nor business adjacent to roads have to be destroyed to make way for new road space.

(c) Taxpayers do not have to spend large sums of money to compensate owners of such homes and businesses.

(d) Governments have more money available for other undertakings.

(e) By producing new cars, automakers bear most of the cost for the implementation of my method.

(f) Automakers and their employees benefit financially by manufacturing new cars for my method.

(g) My method of vehicular traffic creates a new field of specialized products associated with it.

(h) Motorists save driving time by the decrease of road congestion.

(i) Motorists use less gasoline by spending less time in traffic congestions.

(j) Motorists save money by using less gasoline.

(k) Money that is saved by not spending it in gasoline is spent on other products and services.

(1) Americans' demand for gasoline decreases.

Conclusion, Ramification, and Scope

Accordingly, the reader will see that the method of this invention provides a highly efficient approach to

-   -   increasing road capacity up to 100% at a fraction of the cost of         multi-billion dollar road-expansion projects;     -   conserving homes and businesses adjacent to roads that are         deemed to need expansion;     -   saving taxpayers money that is used to compensate owners of such         homes and businesses;     -   providing governments more money for other undertakings;     -   delegating most of the cost of the implementation of my method         to automakers;     -   benefiting automakers and their employees financially by their         manufacturing of new cars for my method;     -   creating a new field of specialized products.     -   drastically reducing road congestion;     -   reducing motorists' driving time;     -   saving motorists gasoline;     -   saving motorists money by using less gasoline; and     -   lowering America's demand for gasoline.

While my above description contains many specificities, these should not be construed as limitations on the scope of the invention but rather as an exemplification of one preferred embodiment thereof. Many other ramifications and variations are possible within the teachings of the invention. For example, the type, shape, size, design, materials, color of the low cars, the high cars, the roads, and lane dividers may vary. One embodiment would comprise the sub-division of each main lane into two identical, parallel, and adjacent sub-lanes. Thus, narrow low cars of predetermined height and width would travel freely in either of the sub-lanes. Such embodiment may be used without high cars and outer sub-lanes or with such high cars and such outer sub-lanes. Without high cars, such embodiment would increase road capacity up to 100%. With high cars, such embodiment would increase road capacity up to 300%.

In another embodiment, my method would be expanded to include three levels of vehicular traffic: One high, one middle, and one inner. In this case, there would be three sets of sub-lanes in each main lane: Outer, middle, inner sub-lanes. High cars would travel in the outer lanes. Middle cars would travel in the middle sub-lanes. Low cars would travel in the inner sub-lanes. Thus, such embodiment would increase road capacity up to 300%. In another embodiment, middle sub-lanes and outer sub-lanes would not be marked in main lanes. Low cars and high cars would travel in main lanes unrestricted by sub-lanes. My method can have embodiments in recreational activities such as racing or theme park rides. In the former embodiment, a racetrack would be reorganized into main lanes and sub-lanes. Low cars and high cars would then compete in a race individually or in teams. In the latter embodiment, theme parks would build a ride using my method. Another example is the embodiment of my method to trains. Two sets of tracks (one middle and the other outer) are used for a low train and a high train that can travel in the same direction and opposite directions.

Thus the scope of the invention should be determined by the appended claims and their legal equivalents, rather than by the examples given. 

1. A method of multilevel vehicular traffic, comprising: (a) providing low cars of predetermined height and width such that said low cars travel freely under high cars, (b) providing said high cars of predetermined height and width such that said high cars travel freely over and around said low cars, whereby said method can easily be implemented to substantially increase road capacity and thus significantly reduce vehicular traffic congestion.
 2. The method of claim 1 wherein said low cars and said high cars travel on roads that are re-organized into longitudinal, parallel, and adjacent main lanes each comprising a parallel middle sub-lane of predetermined width and two narrow parallel outer sub-lanes of predetermined width such that one outer sub-lane is on each side of said middle sub-lane.
 3. The method of claim 1 wherein said low cars travel freely within said middle sub-lane under said high cars and said high cars travel freely within said outer sub-lanes over and around said low cars and said middle sub-lane.
 4. A method of vehicular traffic, comprising: (a) providing low cars of predetermined height and width and means for high cars of predetermined height and width to travel freely over and around said low cars, (a′) said high cars and said low cars to travel on roads that are re-organized into longitudinal, parallel, and adjacent main lanes each comprising a parallel middle sub-lane and two narrow parallel outer sub-lanes such that one outer sub-lane is on each side of said middle sub-lane wherein said high cars travel freely within said outer sub-lanes over and around said low cars and said middle sub-lane and said low cars travel freely within said middle sub-lane under said high cars, whereby said method can easily be implemented to substantially increase road capacity and thus significantly reduce vehicular traffic congestion. 